Means for automatically stopping railroad-motors.



W. P. PETTES 6; A. B. SPICER. MEANS FOR AUTOMATICALLY STOPPING RAILROAD MOTORS. APPLICATION FILED IAIIAR.Z8,1913v 1,1 29,425. Patented Feb. 23, 1915.

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Q u oTC W. P. PETTES & A. E. SPIGER. MEANS FOR AUTOMATICALLY STOPPING RAILROAD MOTORS.

APPLICATION FILED MAR.28,1913. I

Patented Feb. 23, 1915.

3 SHEETS SHEET 2v W. P. PETTES & A. B. SPIUER. MEANS FOR AUTOMATICALLY STOPPING RAILROAD MOTORS. APPLICATION FILED MAR.28,1913.

1,129,425. Patented Feb. 23, 1915.

3 SHEETS-SHEET 3.

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WILLIAM F. PETT'ES AND ARTHUR E. SYICER, 0F

NEW YORK, N. Y., ASSIGNORS TO SAID PETTES.

MEANS FOR AUTOMATICALLY STOPPING RAILROAD-MOTORS.

Specification of Letters Patent.

Patented Feb. 23, 1915.

Application filed March 28, 1913. Serial 110 757,374.

T all whom it may concern Be it known that we, \ViLLiAM F. Pum s and ARTHUR E. Semen, citizens of the United States, and residents of the borough of Brooklyn, county of Kings, and city and State of New York, have invented certain new and useful Improvements in Means for Automatically Stopping Railroad- Motors,

of which the following 15 a specification.

The object of our invention is the provision of adequate and practical means whereby track motors may be positively and automatically stopped it the track in ad vance is not clear and safe, so that should an engineer inadvertently or intentionally disregard caution or danger signals no harm can result.

Our invention consists primarily in electrically actuated means whereby the source of power to the motor is automatically shut off and the air brake applied unless the track signal is favorably set to indicate a clear track and right of way, as hereinafter more fully described and claimed specifically: and secondarily the invention includes certain incidental features in the relative arrangement and construction of parts and appliances.

In the accompanying drawing, Figure 1, is a diagrammatic representation, necessarily more or less symbolical, of our system as applied to a steam locomotive or other form of motor using fluid pressure as a source of power; Fig. 2, a similar view showing our to the use of electricity as a motive or controlling power; Fig. 3, a similar view showing a modification thereof; Fig. 4, a diagrammatic detail of the triple contact circuit switch.

represents a semaphore post, and a, a semaphore signaling device of usual and well known construction, and operation. Attached to the vertical signal rod (1', is a bracket arm a, having a vertical member a, on which is mounted a flexible wiping contact a, Fig. i. This wiping contact a, obviously travels up and down with the semaphore rod a', as the latter is operated to set the signal. Situated in the line of travel of the wiping contact a", are three contact plates 1, 2 and 3, preferably although not necessarily, arranged in a cylindrical support such as A, the construction of which is illustrated more articularly in Fig.

1), represents an inclosing cylindrical casing in which the contact plates (rings in this instance) 1,2, 3. are mounted, the same being insulated (1)) from the casing b, if the latter is metallic.

The annular contact plate 1, is provided with metallic spring wipers or contacts a", a, which insure the electric connection with the metallic member ahregardless of the position of the latter, thereby keeping the wiper a, through the wire I), in constant electrical connection with the battery B, which battery is also connected by wire I), with one rail t, of the track T.

The annular contact plate 2, communicates through wire I), with the primary or cantion-signal third rail t, and through the wire I), with the usual electrical testing means Z, which latter also communicates through wire it, with said cautionary third rail t. This preliminary or cautionary third rail t, is of course situated a considerable distance in advance of the semaphore A, to contact with a brush on the motor in time to warn the driver to slow down.

The third annular contact plate 3, is connected by wire b with the positive-stop third rail 25, and through the wire I)", with the electrical testing means Z, which latter is in turn connected with the said positive stop third rail t, by the wire 7).

The rails t, t, of the track T, are electrically connected, as at 15 and the rail t, is connected with the testing means Z, by the wire b ,-a battery B, being interposed in said connection b, to operate the signal tower or station apparatus, which may include plug sockets p, p, by means of which signals may be set if the semaphore mechanism is out of order.

One wheel 10, of the motor is in electrical connection with the rail t, and said motor carries a contact brush 0, positioned to enage with the auxiliary third rail t so that if the signal is set at caution with the wiper a, in engagement with the annular contact plate 2, thereby including said auxiliary third rail in the electrical circuit, when the said brush 0, contacts with said auxiliary third rail t, one or more signals (as the hell or light a, or both) will be actuated on the motor through the medium of the wires 0, 0, thereby cantioning the motor driver to slow down and roceed carefully.

When the block signal is fully set with the wiper a, in contact with the plate 3, thereby putting the positive stop third rail t, in electrical circuit, and presuming the motor to be a locomotive using steam as the motive power, as illustrated in the diagram Fig. 1, if the contact brush a, on the locomotive encounters the positive-stop third rail 6", the current will flow through wire d, to and through the electromagnets D, returning to the rail t, through the wire d". As a result the armature d, will be drawn toward the electron'iagnet D, with suilicient force to withdraw the detent or trip (P, which is attached to the armature d, away from the shoulder a, on the plunger rod 1'', against the resistance of the spring 6 thereby allowing the spring 6 to project the plunger rod e, forward. The spring 6 is interposed between a shoulder on the plunger rod 6. and the rear of the c linder e, and the forward end of the plunger rod 6', controls a slide valve 6, in the valve chamber 6 interposed in the main steam supply 6", between the boiler and the engineers valve. Thus the forward thrust of the plunger rod 6, when released by the detent d, shuts olf the supply of steam to the engine through the main steam supply e, at the same time bringing the port 6", in the slide valve e into coincidence with the pipe f, thereby admitting the passage of steam therethrough to cylinder H, to operate the air brake mechanism J. During this for ward thrust of the plunger rod 0, an inclined surface thereon a forces inward the plunger i, against the resistance of a spring 2", (Fig. 1) thereby making record of the time on a clock sheet i in the time clock i, indicated symbolically in the drawings. As soon as the inclined wedge surface 6, clears the indicator plunger 5, the latter springs into engagement with a shoulder e", in the plunger rod 6, and thereby locks the latter against retraction until released by means not available or accessible to the engineer. For this reason the time clock 2'", actuating cam e, and locking shoulder e", are preferably incased in a sealed compartment, so that the engine cannot be again started until released by say, the conductor of the train, the signal tower operator, or some one of competent authority having a releasing key or device.

- In order to cut out the electric current after the forward stroke of the plan er rod 6', has cut olf the power and recorc ed the act in the time clock 1, as hereinbet'ore set forth, the plunger 0, is formed with a circuit breaker 6 which contacts with the switch d", interposed in the connection (13 The cylinder H, contains a piston h, the rod 71', of which carries a rack gear 71?, engaging with the gear 7', controlling the air valve for operating the usual air-brake mechanism represented symbolically in the drawings. During this operation the air in front of the piston It, acts as a cushion to retard the action of the piston and apply the air gradually, and to regulate this action the cylinder H, is provided with an outlet" or escape cock [2,, and said cylinder may also be provided with relief valves [1, and h", to facilitate the retraction of the piston to its normal position at the forward end of the cylinder adjacent to the steam pipe \Vhen electricity is the motive power used, or when electricity is used to spark a hydro-carbon motor, the plunger rod e, when released as hereinbefore described breaks the operating circuit by openin a switch therein, as the switch la, interpose in said operative circuit of which the conductors k, 10 in Fig. 2, form a part. In this arrangement when the brush 0, contacts with the positive-stop third rail t, the current not only passes through the electromagnets D, to release the plunger rod e, but it also passes through the conductor (2, to a small electric motor M, which through a series of gears m, m, m operates the air valve ear 7', controlling the brake mechanism J: the air in the cylinder H, retarding the action thereof through the medium of the piston/L, and rack gear if, as before set forth. In this case an arm [1, on the rack k contacts with a switch 712', to open the circuit.

In the arrangement shown in Fig. 3, the battery B, is omitted, and a generator (shown symbolically) on the locomotive is substituted, but otherwise the cycle of operations hereinbefore set forth is essentially the same,-the cautionary signals being set by the contact of the locomotive brush 0, with the primary third raid t, and the m0- tive power being positively shut off and locked by the contact of the locomotive brush 0, with the secondary or positive stop third rail t. The lighting power of a train may be used as a substitute for the generator G, in some cases, with like effect.

The trip (13, may be operated manually on the locomotive in case of emergency by means of a handle or retracting device 1'. In any case the release of the plunger 6', shuts off the motive power and automatically locks the parts so that the motor cannot be started again until formally released by special means in the possession of a person other than the engineer or operator of the locomotive, using the latter term in its broader sense as covering motors generally.

In unlocking the plunger 6, by the depression of the spring bolt 2', of the time recording clock mechanism i, the time of release is recorded automatically, thus affording an accurate record of the time between the cutting off of the motive power and the release thereof.

w, is a. contact switch in the power or signal station, interposed in the tripping circuit, and which has to be opened before the motor can proceed. In other words, when the switch w, is closed the current flows from the battery 13', 71 and 6 through the track rails 15. If", the positive stop third rail t", and brush a. to tripping and brake mechanism betore described, and the motor cannot proceed.

In case the scn'iaplmre is inoperative like results may be attained by the use ot the plug sockets n, p. Thus the ellect ol' plugging 7/, would be. to complete the tripping circuit the same. as it c ntact were made bc tween brush (1.", and contact plate 1; and the eli'ect oi plugging p, would be to completc the cautionary circuit the same as it the brush (1?, contacted with the plate .3. \Vhen the brush a", is in engagement with contact plate 1, only, there is no electrical connection between the third rails i and 5, and the main track 'i, and hence the tripping circuit is out of commission and the motor can proceed.

It is to be understoml that the power is inevitably cutoti' before the brakes are applied; and that the latter are applied gradu ally so as, to prevent shock and jar.

By the term track motor as used herein we mean to designate locomotives, electric motors, or any other power driven motor traveling on tracks.

\Vhat we claim as our invention and de sire to secure by Letters Patent is,

1.- Means for automatically signaling and stopping track motors, con'iprising a plural contact switch, a seii'iaphore, said switch being actuated by said semaphorma cautionsign'al circi'iit connected with one of said contacts and comprising, an auxiliary rail, a brush on the motor adapted to contact therewith and close the circuit, electric signals on the motor interposed in said cantionsignal circuit. together with a positive-stop circuit connected with another of said contacts of the switch and comprising a positive-stop third rail, abrush on the motor adapted to contact with said positivestop third rail and close the said positivestop circuit, an electro-magnet interposed in the latter circuit. a trip actuated thereby, a motive power throttle. air brake mechanism, means controlled by said trip for 0pcrating the same and for automatically opening said positive-stop circuit, a reciprocator; member with a cam surface, an indicator plunger cooperating with said member and a spring-actuated member engageable with said (am surface, and a device for autoimiticallylocking; said trip-controlled means in its released position.

Means for automatically signaling ano stopping track motors. comprising a plural contact switch, a semaphore. said switch being actuated by said semaphore, a cautionsignal circuit connected with one of said contacts and comprising an auxiliary rail, :1 brush on the motor adapted to contact therewith and close the circuit, electric signals on the motor interposed in said cautionsi rnal circuit. together with a positive-stop circuit connected with another of said contacts of the switch and comprising a positive-stop third rail, :1 brush on the motor adapted to contact with said positive-stop third rail and close the said positive-stop circuit. an electro-magnet interposed in the latter circuit, a trip actuated thereby, a motive power throttle, air brake mechanism, means controlled by said trip for operating the same and for automatically opening said positive-stop circuit. a device for automatically locking said trip-controlled means in its released position. a reciprocating: member having a cam surface. an indicator plunger cooperating with said means. and a spring-actuated holt engageable with said cam surface.

\VILLIAM F. PETTES.

ARTHUR- E. SPICER.

\Vitnesses GEO. WM. MIATT, LILLIA MIA'I'I. 

